Valve



Get. 15, 1935. v D, T BARNETT r AL 2,017,272

' VALVE Filed May 12, 1934 David Z'Bameff Martin H. Duty Patented Oct.15, 1935 UNITED STATES PATENT OFFICE v VALVE David T. Barnett,Cincinnati, Ohio, and Martin W. Doty, Indianapolis, Ind., assignors ofonethlrd to Charles E. Utter, Cincinnati, Ohio Application May 12, 1934,Serial No. 725,350

14 Claims.

This invention relates to a valve adapted to be associated with the airbrake apparatus on a railway car and to be controlled from the cab formaintaining brake-retaining air pressure in the .brake cylinder and forbleeding" the auxiliary reservoir.

An object of the invention is to provide means whereby the operation ofthe former retaining valve and bleed cock, which heretofore wasnecessarily carried out in connection with each individual car ofatrain, is brought by the means of this invention within the operationand control of the engineer in the cab.

Another object is to provide valve means which permit of instantaneousreplenishing of the auxiliary reservoir immediately after eachapplication of the brakes.

Another object is the provision of a valve of the kind indicated whicheliminates the delays,

improper brake operation, injury to wheels, and

to lading and various other disadvantages heretofore connected with theoperation of the older type of retaining valve and bleed cock.

Another object is to produce a brake retaining 95 valve in whichmovement of the valve member is reduced in order to obviate sticking andrelated improper operation of thevalve and resultant damage and danger.

Another object is to produce means of the kind described in a highlyefficient and simple manner.

These and other objects are attained by the means described herein andillustrated in the accompanying drawing, in which: I

Fig. 1 is an elevational view of an auxiliary rescrvoir, brake cylindertriple valve and cooperating means, having associated therewith thevalve means of the present invention.

Fig. 2 is a cross sectional view taken vertically operating the valves.This not only entailed de-- lays for the train and the additionalservices described but likewise the. danger of injury to the personoperating the valves during wet and slippery weather. The function ofthe former revalve chamber now may be performed by a single operation ofv the valve of this invention.

With reference to the drawing: the portions of the automatic air brakeapparatus with'which 15 the valve of this invention is directlyassociated,

comprise the auxiliary reservoir 6 having associated therewith the brakec linder l and, on the opposite end, the triple valve 8. The train pipe9 extends from the main reservoir of air pressure to the triple valve,all of which foregoing parts are well understood in the art. The valveill or this invention may be conveniently attached, as at H, to theauxiliary reservoir casing and the valve itself comprises a body formedto provide a large valve chamber l2 having a second smaller l3communicating therewith. The outer end of chamber l2 may be closed by asuitable cap member M. The cap member ll is provided with an entry portl5 through which the chamber l2 communicates, by means of suit- .ablepipe connections l6 and I1, with the main air pressure reservoirassociated with the locomotive. The second valve chamber I3 is providedwith an exhaust port l8. A valve member [9 comprising a large head 20and a small head 2| is adapted to operate in the large and small valvechamber, the head 20 in chamber l2 and the head 2| in chamber I3.Suitable rings 22 and 23 may be provided for effecting a snug fit of thevalve heads in their chambers. A spring 24 may be positioned in thechamber I3 exerting a light pressure against the upper endof the valvemember for normally urging the valve heads to the positions indicated inFig. 2 wherein the head 20 is shown as closing communication between thechamber l2 and the main reservoir and head 2i closing communicationbetween chambers l2 and 13. The spring 24 is merely for the purpose ofkeeping the valve member I9 properly seated, however, the spring is notessential since the weight of the valve--member normally performs. thisfunction and consequently the spring, if desired, may be eliminated.

Chamber I3 is likewise provided-with a port 25 which is placed incommunication by means of a suitable pipe connection 26 (Fig. 1) withthe exhaust port 21 of the triple'valve 8. It will be seen that twoports 25 are shown associated with chamber |3. The connection 26 is madeon whichever side of the valve body that is convenient to the triplevalve and thereafter the other port 25 is suitably plugged.

In Fig. 3 there is detailed an equalizing valve 28 which is associatedwith the large valve chamber l2 and whichcommunicates therewith by anupper passage 29 and a lower passage 33, the passages communicating withthe upper and lower portions respectively of the valve chamber. Thechamber 3| of the valve 28 has positioned therein avalve member 32preferably provided with rings 33 and formed with a stem 34 adapted toseat within recess 35 of a suitable cap member 36, the seat being of adepth less than the length of the stem 34 so that the valvernember, inits outward movement, is precluded from covering the mouth of thepassage 30. The opposite side of the valve member 32 is formed with afluted stem 31. The valve member 32 is provided, adjacent the base of.the stem 31, with an annular recess 50 adapted to receive the projectingflange 5| of a rubber or composition seat 52 against which the valvemember 32 is adapted to abut.

It will be seen that the valve member, in the position shown in Fig. 3,covers an exhaust port 38 the function of which will be later described.

The valve of this invention, at the upper end thereof in the positionseen herein, is formed to provide a small valve chamber 39 whichisclosed by a suitable cap 40 and within which avalve member 4|, similarto the valve member 32 described, is positioned. A spring 42 normallyurges the valve 4| into closed relationship with a port 43 by whichchambers 39 and I3 communicate. An annular recess 53 and rubber orcomposition seat 54, both similar to those heretofore described inconnection with valve 32, may be provided.

It will be seen that the valve member 4| is formed with a fluted stem 44which projects slightly into the chamber |3 for a purpose to be laterdescribed. Chamber 39 is provided with a pair of inlet ports 45, one ofwhich is plugged and the other of which may be connected by suitablepiping 46 (Fig. 1) beneath the bleed cock 4'! provided normally at thetop of the auxiliary reservoir 6. By these means, the interior of thechamber 39 and the auxiliary reservoir are constantly in communication.It is obvious that the inlet connec tion into auxiliary reservoirli maybe made at some other point than at the bleed cock 41. However, it isconvenient, in installing the device of this invention, to make use orthe bleed cock provided on air brake apparatus now in use.

through the port l8. If it is desired, however,

to maintain a brake-retaining pressure' in the brake cylinder, then,after the engineer has made the usual application of brakes, airpressure sufficient for the brake retaining function is introducedthrough pipes I! and I6 into the port I6 of the present valve, it beingunderstood that there are provided in the engine cab a suitableoperating valve and gauge associated with the pipe H. The brakeretaining pressure thus applied raises valve member l9 so that head 20,moving upwardly, uncovers passage 30 whereby said pressure enters valvechamber 3| and is exerted against the rear of valve member 32, as seenin Fig. 3. Simultaneously with the foregoing, the valve head 2| has beenmoved up above port 25 in chamber l3. The engineer, after thus setting"the valve of this invention, returns his regular brake valve handle torunning position which permits air pressure to exhaust from brakecylinder and to pass through triple valve exhaust port 21 into port 25of the present valve. Head 2|being raised, as described, said exhaustair passes down through chamber l3 into chamber l2, that is, into thespace between the two heads 20 and 2|, and is exerted through upperpassage 29,

. against the inner side of equalizing valve member 32.

valve 28 is opened and the exhaust air pressure, in excess of the brakeretaining pressure. is per-.

mitted to escape until said two pressures are equalized and the valvemember 32 returned to the position seen in Fig. 3. No matter how manytimes the brakes are operated, the pressure in the brake cylinder isalways maintained constant by the use of the valve means just describedso that the auxiliary reservoir 6 may always be immediatelyreplenishedafter each brake application. Moreover,'it will be noted that exhaustair, no matter how great its pressure, does not actuate the valve memberIS in any way, since the pressure is exerted against both the valveheads and since the smaller equalizing valve, being subject both toexhaust and to main reservoir pressure, immediately operates to equalizesaid two pressures. Thus frictional wear and the possibility of stickingof the valve members which, in the older type valves were constantfactors to be considered, are minimized in the valve of the presentinvention.

When a train has reached its terminal and it I is desired to bleed theauxiliary reservoir of the cars, it is merely necessary to place theautomatic brake valve handle on lap", then the operating handle for thevalve of the present invention is moved to full application position,allowing main reservoir pressure to actuate the valve member 9 upwardlyand forcibly against the lower end of the stem 44 of the valve 42 (Fig.2), overcoming the auxiliary reservoir pressure operative upon valvemember 4| and raising said valve member so that the pressure in theauxiliary reservoir flows downwardly into the chamber ,|3 and escapesthrough the exhaust port I8.

A cut-out valve (not shown) to be used when certain carsof a train arecut out, may, in accordance with well known practice, be associated withpipe H at both ends of each car.

Various other advantages may be mentioned in connection with the use ofthe valve of this invention in addition to the saving of time and effortin the operation of the former retaining valves and the bleeding of theauxiliary reservoirs in the yards. In connection with these advantagesit should be remembered that the air pressure utilized in connectionwith the means of this invention, is applied and released in reverseorder; that is, the pressure when applied proceeds through the first carand in regular order through the succeeding cars of the train but, whenreleased, the pressure exhausts from the last car, forward. Among thebeneficial results may be mentioned the elimination of fiat-slid wheelson cars; the pulling off of brake rigging; the elimination of slackinlong trains; the elimination of rough and jerking stops; the eliminationof sticking brakes; the precluding of injury to lading by breaking loosef the bracing.

Modifications suggest themselves upon consideration of the means hereindisclosed, such as the incorporation of the present valve means in thebody of the triple valve, and various obvious structural changes. Suchmodifications, however, are believed to be comprised within the spiritand scope of the present invention.

What is claimed is:

l. .A valve adapted to cooperate with a railway air brake system and tobe associated one each with the brake apparatus on each car of a train,said valve comprising a chamber communicating with the exhaust port ofthetriple valve of the cation, means associated with the chamber forreleasing said exhaust air in excess of a predetermmed pressure, and ableed valve selectively operable by said communication-controlling meansand associated with the auxiliary reservoir for exhausting saidreservoir.

2. A valve adapted to .cooperate with a railway air brake system and tobe associated one each with the brake apparatus on each car of a train,

said valve comprising a chamber having an exhaust port therein and meansfor efiecting communication between the chamber and the exhaust port ofthe triple valve oi said apparatus whereby exhaust air from the brakecylinder may be directed into and normally exhausted from said chamber,a valve member associated with said chamber and controlling saidcommunication, means for actuating the valve member by air pressure fromthe main reservoir, an equalizingvalve associated with said chamber andadapted to release exhaust air pressure in excess of main reservoirpressure in said chamber, and a valve for bleeding the auxiliaryreservoir of the brake apparatus and comprising a chamber adapted tocommunicate with said reservoir, and a valve member in said chamber andadapted to be selectively actuated by said first valve member fordirecting auxiliary air pressure through the bleedvalve chamber and outof the exhaust port of said first chamber.

3. A valve adapted to be associated with the air brake apparatus on arailway car and to be controlled from the cab for retainingpredetermined air pressures in the brake cylinder and for bleeding orreleasing pressure from the auxiliary reservoir, said valve comprisingbody.

formed to provide a valve chamber communicating with the main reservoirof the air brake system, a second valve chamber communicating with thefirst chamber and with the exhaust port of the triple valve of theassociated brakeapparatus, said second chamber having an exhaust porttherein, exhaust air from the brake cylinder nor mally escaping throughsaid port, a'valve member comprising two heads operable one each in oneof said chambers, one head normally closing communication of the firstchamber with the main reservoir, the other head normally closingcommunication between thetwo chambers, air

pressure from the main reservoir being adapted to actuate the valvemember to effect entry oi air from the triple valve exhaust port intosaid first chamber, an equalizing valve associated with said firstchamber for releasing exhaust air in excess of the pressure operativefrom the main reservoir whereby brake-retaining pressure may bemaintained in the brake cylinder, and a bleed 10 valve associated withsaid second chamber and y communicating with the auxiliary reservoir,said valve being actuated by the valve head of the second chamber when agreater than auxiliary reservoir'pressure is made operative upon saidhead, actuation of said v'alve'being adapted to open communicationbetween the auxiliary reservoir and the exhaust port of said secondchamber for bleeding" said reservoir.

4. A valve adapted to be associated with the air brake apparatus on arailway car and to be controlled from the cab .for maintainingbrakeretaining air pressure in the brake cylinder and for bleeding" theauxiliary reservoir, said valve comprising a body formed to provide avalve chamber'communicating with the main reservoir of the brake system,a second valve chamber communicating with the first chamber and with theexhaust port of the triple'valve oi the associated brake apparatus, saidsecond chamber having an 3 cxhaust'port therein, exhaust air from thebrake cylinder normally escaping through said port, a valve membercomprising two heads operable one each in one of said chambers, one headnormally closing communication of the first chamber with 5 the mainreservoir, the other head normally closing communication between saidtwo chambers, air pressure from the main reservoir beingadapted toactuate the valve member and effect entry of air from the triple valveexhaust port into said 40 first chamber, an equaliz ng valve associatedwith the first chamber and communicatingby an upper and a lower passagewith the upper and lower portions respectively of said first chamber,said first valve head upon actuation of the valve member being moved toa position intermediate said passages whereby the equalizing valve issubjected to air pressure both from the main reservoir and from thebrake cylinder, the equal zing valve being provided with an exhaust portfor releasing air from the brake cylinder of a pressure greater than themain reservoir pressure operative upon the equalizing valve, and a bleedvalve associated with said second chamber and com.- municating with theauxiliary reservoir, said valve being actuated by the valve head of thesecond chamber when agreater than auxiliary reservoir pressure is madeoperative upon said head, actuation of said valve being adapted to opencommunication between the auxiliary reservoir and the exhaust port ofsaid second chamber for bleeding said reservoir.

5. A valve adapted to be associated with air brake apparatus on arailway car and to be controlled from the cab for retainingpredetermined air pressures inbrake cylinder, said valve comprising abody formed to provide a valve chamben and means eil'ectingcommunication thereof with the main reservoir of the air brake system, asecond valve chamber communicating with the first chamber, meanseffecting communication of said second chamber with the exhaust outletof the triple valve of the associated brake apparatus, said secondchamber having an ex.- haust port therein for normally releasing exhaustair from the brake cylinder, a valve member comprising two headsoperable one each in one of said chambers, one head normally closingcommunication of the first chamber with the main reservoir, the otherhead normally closing communication between said two chambers, airpressure from the main reservoir being adapted to actuate the valvemember to effect entry of exhaust air from the triple valve into thespace between said two heads, and an equalizing valve associated withsaid first chamber for releasing exhaust air in excess of thepressureoperative from the main reservoir whereby a predeterminedbrake-retaining pressure may be main tained in the brake cylinder.

6. A valve adapted to be associated with air brake apparatus on arailwaycar and to be controlled from the cab for retaining predetermined airpressures in the brake cylinder, said valve comprising a body formed toprovide a valve chamber and means eflecting communication thereof withthemain reservoir of the air brake system, a second valve chambercommunicating with the first chamber, means efiecting communication ofsaid" second chamber with the exhaust outlet of the triple valve of theassociated brake apparatus, said second chamber having an exhaust porttherein for normally releasing exhaust air from the brake cylinder, avalve member comprising two heads operable one each in one of saidchambers, one head normally closing communication of the first chamberwith the main reservoir, the other head normally closing communicationbetween said two chamhers, air pressure from the main reservoir beingadapted to actuate the valve member to efl'ect entry of exhaust air fromthe triple valve into the space between said two heads, and anequalizing valve associated with the first chamber and communicating byan upper and a lower passage with the upper and lower portionsrespectively of said first chamber, said first valve head, uponactuation of said valve member, being moved to a position intermediatethe inner' ends of said passages whereby the equalizing valve issubjected to air pressure both from the main reservoir and from thebrake cylinder, the equalizing valve being provided with an exhaust portfor releasing air from the brake cylinder of a pressure greater than themain reservoir pressure operative upon the equalizing valve.

7. A valve adapted to cooperate with railway car brake apparatus andcomprising a chambered body provided with an inlet port communicatingwith the 8x11313121. outlet of the triple valve of such apparatus, avalve member vertically reciprocable in the body and comprising twospaced heads, means for introducing main reservoir air pressure into thebottom of said body against the lower valve head to raise the upper headabove said inlet port whereby exhaust air is introduced into the bodybetween said heads, and an equalizing valve associated with the lowerpart of said body and subject both to main reservoir air pressure and toexciprocable in the body and provided with twov heads, means forexerting air pressure from the valve main reservoir against one or saidheads to move the other head past said port whereby exhaust air isintroduced into the body between said heads, and an equalizing valveassociated with said body and subject both to the main 5 reservoir andthe exhaust pressures in said body .for equalizing said pressureswithout movement of said valve member.

i 9. A valve'adapted to cooperate with railway car brake apparatus andcomprising a chambered 10 body provided with an inlet port communicatingwith the exhaust outlet of the triple valve of such apparatus, said bodybeing likewise provided with an exhaust port for normally releasing theexhaust air introduced thereinto, a valve member 15 air is introducedinto the body between said heads, 20

and an equalizing valve associat d with said body and subject both tothe main reservoir and the exhaust pressures in said body for equalizingsaid pressures without movement of said valve member. 25 10. A valveadapted to cooperate with railway car brake apparatus and comprising achambered body provided with an inlet port communicating with theexhaust outlet of the triple valve of such apparatus and providedlikewise with an outlet 38 port normally releasing exhaust air from saidcylinder, a valve member reciprocable in the body and provided with twospaced heads, means for exerting air pressure from the main reservoiragainst one of said heads to move the other head 35 a cylinder, a valvemember reciprocable in the body and providedwith two spaced heads, meansfor .exerting air pressure from the main reservoir 50 against one ofsaid heads to move the other head past said inlet por't whereby exhaustair is inq troduced into the space between said'heads, and

means associated with said body and releasing therefrom exhaust pressurein excess of a prede- 55 termined main reservoir pressure exertedagainst the valve member, said releasing means obviating movement of thevalve member in effecting release of the exhaust air.

12. A brake retaining and release valve mech- 6 anism adapted tocooperate with railway car brake apparatus and comprising a valvecommunicating with the exhaust outlet 01 the triple valve of suchapparatus for receiving exhaust air and with the main air pressurereservoir, means associated with 65 the valve for equalizing exhaust andmain reservoir pressure in the valve, and means selectively operable bythe valve for exhausting the auxiliary air reservoir associated with thebrake cylinder.

13. A valve adapted to cooperate with railway carbrake apparatus andcomprising a chambered body provided with an inlet port communicatingwith the exhaust outlet of the triple valve of such apparatus andprovided likewise with an outlet port normally releasing exhaust airfrom said 15,

cylinder, a valve member reciprocable in the body and provided with twospaced heads, means for exerting air pressure from the main reservoiragainst one of said heads to move the other head past said inlet portwhereby exhaust air is introduced, into the space between said heads, a

means associated with said body and releasing therefrom exhaust pressurein excess of a predetermined main reservoir pressure exerted against thevalve member, and means selectively operable by said valve member forexhausting the auxiliary air reservoir associated with the brakecylinder.

14. A valve adapted to cooperate with railway car brake apparatus andcomprising a chambered body provided with an inlet port communicatingwith the exhaust outlet of the triple valve of such apparatus forreceiving exhaust air therefrom, a valve member reciprocable in the bodyand provided with two spaced heads, means for exerting air pressure fromthe main reservoir against one of said heads to move the other head pastsaid inlet port whereby exhaust air is introduced into the space betweensaid heads, and means associated with said body and releasing therefromexhaust pressure in excess of a predetermined main reservoir pressureexerted against'the valve member.

DAVID T. BARNE'I'I'; MARTIN W. DOTY.

